The railcars of series ET 11 were the first electric locomotive speed of
the German State Railroad Company (DRG).

In 1933, the DRG three
prototypes designed for a 160 km / h two-part rapid rail car in order,
initially planned for the converted to electric operation traject
Munich-Berlin. The vehicles elT elT 1900 to 1902 later to type
designation ET 11 (1941) were delivered in the years 1935 to 1937 and
tested.

The locomotives survived the war intact, and after the end of the war
they where added to the German Federal Railways (DB) and rebuilt several
times. 1952 in use between Munich and Salzburg and 1957-1959 as the
F-train "Münchner Kindl" between Frankfurt (Main) and Munich. By the
still small electrified network and the limited space for passengers
they caused problems for a meaningful Use, and they were completely out
of service in 1961

ET 11 01 1964 on rail service vehicle 5015ab Mu, Mu later rebuilt
1001/1002 and in 1968 the number 723001-4.

The railcar-137 058 137075-079 067 are two series of trains, which were
originally built with 302 kW power for the DRG as a unit with express
train status.
Besides the fast trains, the famous "flying" train, would appoint the
302 kW motor vehicles with trailers in the thirties the image of the
modern railway. This was reinforced when entire regions such as the Ruhr
and the Dresden area traffic imposed on motor vehicles.

The vehicles shown here with "Eilzugwagengrundriss" were specially
purchased for traffic in the Ruhr area and surrounding Dresden in the
years 1934 and 1935. They were produced in four series, they were
somewhat different in the vehicle chassis, the power and electrical
equipment. For them, a special type of carriage type 145 and a large
number of railcars purchased to make the formation of trains possible.

Li VT137 Diesel Triebwagen

After the great success of the two "Gläserne Züge" ET 91, DRG ordered
for the non-electrified lines three diesel motorcars. The VT 137 240 was
delivered in 1936, 137462-463 VT in 1939. After the war, the DB could
take over two motor cars and classified them as VT 90 500 and 501. The
VT 90 501 was painted wine-red.

Liliput 112802 Diesel Antriebwagen DB VT90501

The trainsets of Class VT 11.5 (often simply called TEE) were diesel
multiple units built by Deutsche Bundesbahn in the 1950s and used for
Trans Europ Express services. When the new numbering scheme of the
German railways became effective on January 1, 1968, the power heads of
the trainsets were renamed to Class 601 whilst the middle cars became
Class 901.The first trains were commissioned in 1957 and used on the
following international TEE lines:

TEE 155/190 Parsifal Hamburg Altona – Paris Nord
TEE 25/26 Diamant Dortmund – Antwerpen
TEE 19/20 Saphir Frankfurt/M – Oostende
In 1971 DB started their new first class only InterCity system, using
the 601 mainly for non-electrified routes. The regular maximum speed was
set to 160 km/h for 7 unit trains. For trains up to 10 units the 602 was
used. In 1979 the InterCity system was expanded and second class
compartments were introduced for these trains, meaning the end of
601/602 use for these trains.

From 1980 the 601/901 was used for special tourist services. The trains
had ten units, sometimes two trainsets were coupled to a twenty unit
train. This "Alpen-See-Express" ran scheduled from Hamburg and Dortmund
to southern German and Austrian destinations like Berchtesgaden, Lindau,
Innsbruck, Salzburg. This service ended in 1988, when all 601s except
the two scrapped, 601 002 and 901 403, were sold to Italy.

Roco VT 11.5 plus extension (3 extra cars)

Very elegant train of Italian Railways (FS). In 1957 the first train on
the track for the TEE Milan-Munich service. In total, nine of these sets
were in 1972 used for the TEE services. The letters TEE disappeared
after 1972 from these trains and they were mainly used in express trains
in southern Italy (Bari region). Later the south was exchanged for the
north and regions such as Venice and the Dolomites became their home. In
1999 came an end to the deployment. One copy is nowadays still be
admired in the Museo della Scienza e Tecnica in Milan.

Roco FS treinstel 448/460

The DB and DR developed about the same time a V100. They both were
called V100 what is related to the former numbering system of the German
Railways: Diesel locomotives were indicated by a V (Verbrennungsmotor)
followed by a number that indicated the ability of the locomotive. In
this case, it locomotives with a capacity of about 1000 PS
(Pferdestärke). The locomotives have a diesel hydraulic drive. To heat
the carriages a boiler was built in.
The V100 of the DB was built between 1958 and 1966. There were two
versions: the numbers from 1001 to 1365 V100 (from 1968 Baureihe 211)
and V100 from 2001 to 2381 (from 1968 Baureihe 212). The latter had a
more powerful engines. A few locomotives of this series had a
hydrodynamic brake, so they were fit to serve on steep slopes (from 1968
Baureihe 213). From the DB V100 is the engine V90 (Baureihe 290)
derived .

Fleischmann V1002075(3X) and the 212-381-8

Roco DB 381-001-4

The DB had a shortage of small shunters. As a result, in 1951, a diesel
shunter was designed, almost all the major locomotive firms being
involved in its development and production. The new class was initially
called the V 60. In 1955 the first prototype locomotives, V 60 001–004,
were delivered by Krupp, Krauss-Maffei, Mak and Henschel, each having
different engines. Later that same year orders for the first production
locomotives were issued; they were to have GTO 6 or GTO 6A motors from
Maybach. Several of the locomotives were given a stronger frame and had
a higher adhesive weight of 53 tonnes instead of 48.3–49.5 tonnes. In
addition these engines could carry up to an extra 6 tonnes of ballast
for heavy duties, however they continued to be classed as V 60s. A total
of 942 locomotives of this class were built. In 1968 the V 60s, like all
other DB locomotives were given computer readable numbers. At this point
the class was divided into Classes 260 (light variant) and 261 (heavy
variant).

Fleischmann V65

The Uerdingen railbus (German: Uerdinger Schienenbus) is the common term
for the multiple units which were developed by the German firm of
Waggonfabrik Uerdingen for the Deutsche Bundesbahn and private railways
after the Second World War. These vehicles were diesel-powered,
twin-axle railbuses of light construction. The diesel motors were built
into the chassis underneath the vehicle. The VT 95 (later DB Class 795)
and VT 98 (later DB Class 798) of the former Deutsche Bundesbahn in
particular, are associated with this concept. These vehicles were
employed in passenger train duties on branch lines where steam or diesel
train operations were less profitable. Including the units built under
licence, a total of 1,492 power cars were built from 1950 to 1971; and
the total number of units, including trailer and driving cars, was
3,306.

The majority of these vehicles were built by the Waggonfabrik Uerdingen.
However, due to the large numbers ordered, vehicles were also made by
other coach builders such as MAN, although these factories could offer
their own classes of railbus like the MAN railbus, and in Spain they
were built by CAF, Macosa, and Verdingen as FER-560/FRC-560 Ferrobús (railbus).

The railbus, much loved by passengers, was also nicknamed the Rote
Brummer (Red Buzzer) because of the loud noise it made when driving. In
North Germany the railbus was also often known as the Ferkeltaxe (Piglet
Taxi). Amongst railway fans it was also called the Retter der
Nebenbahnen (Branch Line Saviour).

Five prototypes of the V 200 had been built by Krauss-Maffei in
1953/1954. Full production began in 1956, with 61 engines being built by
Krauss-Maffei and 20 by MaK.The five V 200.0 prototypes were put through
many trials and tests, the aim being to ensure the production
locomotives would be as reliable as the technology and maintenance
standards of the 1950s allowed. In 1955 one locomotive travelled under
its own power through Yugoslavia, Greece and Turkey partly as a test and
partly to demonstrate the locomotive's capability to potential customers
in those countries. The V 200 hauled express trains on all main lines,
replacing the DRG Class 05, DRG Class 03 and DRG Class 01. Following the
electrification of the main lines the V 200 was used increasingly for
commuter trains and freight trains, but the Hamburg-Westerland, Hamburg-Lübeck-Copenhagen
and Munich-Lindau lines still saw the V 200 hauling express trains. From
1962, the V 200.0 was followed by the more powerful DB Class V 200.1,
later Class 221.From 1977, the V 200.0s were concentrated in northern
German engine sheds (Bahnbetriebswerke). The two-engined,
diesel-hydraulics were more expensive to operate than single-engined,
diesel-hydraulic locomotives like DB Class V 160. A further disadvantage
was its steam heating system compared to electric train heating. The
last V 200 went out of service with the DB in 1984.

Fleischmann V200035 (2x) en 221-111-8

The series 215 is a diesel locomotive of the German
Federal Railroad and later the Deutsche Bahn AG for easy travel and
freight service on secondary roads, but may also work in mainlines. With
the acquisition of locomotives from DB Cargo, the 225 series was ceated.

The locomotives of series 215 were purchased on a
short term as a variant of the V160 family for passenger and cargo, and
equipped, unlike other model variants of the V160 family, with
Heizdampferzeugern. The plan was that they would form the V163 series.
These locomotives should be later be converted in the 218 series. For
this purpose they have already extended the 400-millimeter frame that
previously only existed as a prototype. The main reason for the
construction of the 215 Series is the 218-series had not yet reached
production stage. DB still wanted the rest of the remaining steam
locomotives replaced. In 1968-1970, a total of 150 locomotives were
built.

Roco 215-036-4

The series 218 of the German Federal Railroad (DB) is
a series of four-axle diesel locomotives. For many years they were the
most numerous and most important of the West German main line diesel
locomotives. They are still found in many non-electrified lines of the
Deutsche Bahn and they are for passengers and freight express services
in use.

The locomotives of class 218 were the least developed
member of the V-160 engine family. The many common developments of the
Series V 160 and V 169 (later 215-219) were combined in the 218, the
electric train heating was taken from the 217-series and the 1840-kW
motor (2500 hp) motor have been taken from the prototype 215-serie, an
extra dieselengine for the operation for the heating was now redundant.

The 2500 to 2800 horsepower locomotives B'B reach 140 kmh.In January
2008, there were approximately 220 active units. A sequel is not in
sight, as most trains are equipped for the class 218 trains pulled by
diesel engine.